The amount of space that can be salvaged around these motors is astounding.. After coaxing some wiring, removing heater hoses, massaging some A/C lines, looking down the passenger side of my block there's block, a brake line, and.. .. frame. It'll be full of exhaust components by the end of tomorrow, but details details.

Turbine Inlet:
We're working with the old manifold.. chopped it close to wide open with an oxy torch, running short primaries from it to a log manifold which is running to the turbo. The primaries are on, log is almost done being bored out for the primaries.. 14 gauge stainless can be quite obnoxious.

Turbine Outlet:
The downpipe is currently being set up as 2 1/2". A 90 degree tube is already welded in place. Until I can get mandrel for it (and until she's fully tuned, for the sake of not burning my cat up, which will end up on the replace list anyway due to its size) there will be a pipe set up to merely dump exhaust out somewhere before the right rear wheel.

Oil Feed:
Oil feed setup was 90% finished today. I want to take it apart to flush the trans coolant line I salvaged from the T5 swap so I can be sure it's clean, but thanks to that, it's 95% hardline from the tee to the turbo .

Oil Drain:
Bung welded to oil pan. Crappy material, ugly weld. Pan replacement has gone onto the "to do later" list. Rest of oil drain system is a cinch.

Four relatively untouched topics: Coolant feed/drain, Compressor Inlet/outlet. in my opinion, they're cakewalks that can be procrastinated on while work continues with the exhaust. Probably at least do compressor outlet->intercooler pipe tomorrow.

Roadmap points at a test drive this weekend.

 

sounds awesome man, got any pics for us?

 

Yes, pics! Not to mention.. what are you doing about the fuel issues?

 

as said before pics pics pics

 

Wheres that picture that all the smile faces hold signs saying..


"this thread is useless with out pictures"

 

Aright, aright.. jeez. Want want want. I'll drag a few off the camera later tonight.

Fuel issues is seeing how poorly the stock injectors perform with only 4-5 psi. As soon as I have a prom writer, the injectors go to 19pph or higher. Also, if parts are available, I'll be converting to speed density before I take the V8 off the road, too. Be nice to have some boost-proportional measures in the ecu.

If the 305 holds together, though, I plan to spend at least 3-6 months getting the new motor set up and collecting more parts (prom writing equipment required, agian.. 75pph injectors, etc) so I should end up with ample time to tune all of the kinks out of the V6 simultaneously

 

Heh...

 

The Intercooler fitment isn't going well.. We had an this end pipe chopped and rewelded, but the welder didn't take into consideration the nose piece, and the pipe ended up 45 degrees off, pointing right at a support bracket, so we had to chop it down considerably. I really need to get a custom core and build my own tanks for this to work properly.. oh well. More money down the road. For now, this one will help limit boost and keep combustion temperatures lower.


The incomplete manifold, which is actually welded together now and bolted back on for Y-pipe fitment. Y-pipe was in the works when I left for the night.. could be done, could be tomorrow.


The turbo, happily swinging in the breeze between my alternator and cooling fan. It's on a temporary bracket pending exhaust completion.


She's got quite a bit of space to breathe there.. (bracket sags slightly, we're currently looking at approx 1" clearance between compressor housing and alternator belt)

Happy now? I'm certainly getting there

 

Neat-O

Keep the pics comin'
-----

Did anyone catch the rustang that took fastest street car some where by breaking an 8.

Didn't see much but it was a turbo car with 1-2 cooler, maybe 1 pre and one after, and it was taking up all of the passenger seat and floor area.

Id like to get a better peak at it.

 

Oh and you just gonna run the turbo off the one side???

 

An open question for all those with a turbo.

I have seen several "home made" turbo projects that instead of running bigger injectors [which ends up rich] they just run more stock injector.

One that comes to mine is the Chrysler mini van running 10s, guy had 2 extra injectors installed in the ducting to provide enough fuel under boost.

Seams like stock injectors are plenty, you just need more. More of the same size injector that you can control of work only when you need it.

 

Gumby, I have heard of that, but I would like to see a fuel routing I deam safe.

89v6, you got it

 

Okay.. that would be pointless. I did say it's going through Y-pipe fitment. 1/2 the exhaust does not mean 1/2 the boost.. it would mean lucky to boost at all..

As for the injectors, going bigger is better so long as you know how to tune your car. And the stock injectors for a 2.5l turbocharged caravan are alot heftier than ours.

At 13pph per injector, 78pph total fuel, I think the injectors can carry to 4-5 psi@4500 rpm. My v8 runs 90pph total with 76% more displacement. As long as I don't wrap her too high (which my faith in the motor/trans should keep me from doing anyway) I should be fine for now.

Extra pair of 13pph means 104pph total. Stepping up to 19pph tpi units (my minimum increase to bother upgrading) gives 114pph total fuel (At this point I would feel safe getting the wastegate reference from manifold pressure rather than compressor outlet pressure, going for the full 6-7 psi). Doward's got the right idea, since he's going for all out speed right off the bat, with his 22pph injectors. 132pph total, approaching double the original fuel delievry, should keep his engine happy up till about 15 psi, I'd guesstimate. So really, Paul's way out is definitely not the brightest, it just worked for him.

 

Doward, question! What are you using for spark retard?

 

Stuff like this really make me want to slap on a turbo.

 

OK, from the one pic. It looks like your header pipe would run straight out and into the turbo.

Its all neat anyways.

 

Yeah, just set the computer for whatever injectors you're using, and call it a day!

What ecu are you using, as far as timing retard?

 

Aye.. and that manifold is meeting up with oxy or plasma tomorrow (THE PLASMA CUTTER DIED AFTER 1.5CM OF CUT TODAY!! ARHGH!E#@# </vent> *sigh*) and having a hole cut in it for a slip fitting for the modified Y-pipe remains.

Next host of updates: Former EGR location being modified to hold O2 sensor. Passenger manifold 90% complete, needs slip fitting added and turbo flange welded on (yay yay yay yay!!!). Crossover pipe complete. Downpipe planned out, using flex tubing and exiting under passenger door. (It will be ugly for a while, but it will work for now). Turbo -> IC 70% complete, IC -> TB 50% complete. Filter -> Turbo 0% complete. Coolant delivery/recovery stalled. Oil delivery/recovery awaiting bolt/clamp-on.

EGR.... uhm... vote, keep or ditch EGR?

My fabrication friend is getting very close to his move date.. tomorrow is the last scheduled day for his assistance on this project.. so.. we'll see what I'm left with to finish up.

Oh, and Doward, using stock 1986 ECU with stock federal automatic prom. It has no boost reference. It's useless. I'm thinking of just disconnecting the EST for now pending a crane ignition system with boost retard or speed density conversion.. safe?

 

Well, today was a bust. Almost nothing happened.. except me getting under the car for crossover pipe fitment and going "aww *hell* no!" when I noticed the pipe would be within an inch of the clutch line. So, today's progress, while forward theoretically, involved cutting the crossover pipe that was already complete in 2 places.. without rewelding it.. so technically working backwards.

Bonus is the original plan was sacrificing ground clearance and making the crossover pipe vunerable.. now that I think about it, if something had caught the pipe it would get ripped back into the clutch line, so now I can go through and make sure it's still protected by the K-member.

Test drive has been pushed back due to financial problems. The car will run much better if I wait till it's got oil in it, etc.

Torn between going to sleep and going back out to the car to get it refitted and rewelded. *sigh*

 

The car's back home. Exhaust should be reaching the turbo. The hard part is *DONE*. Nickel and dime time. Connectors, lines, oil, possibly plugs... actually I think I'm going to go pull the passenger side plugs now and clean 'em up.

Also returning home with the car, a hyooooooooge crate full of aircraft and automotive exhaust piping and flange material, a 327 #3782870 /w crank, original intake and twinjet carb.. needs work, but hey. Might be worth something to someone after cleaning it up.

Milk crate with alternator, 2 starters, water pump, flexplate... dunno what else. Nuts, bolts, and.. uhh.. stuff.

Pictures of the turbo bolted in coming soonish.

 

Plugs are clean. Passenger side head has officially earned itself a pretty decent spot on the to-do list.. valve guide seals on 1 and 5 are trash.

Coaching a friend through a 2.8->3.4 swap in the coming weeks.. his 2.8 seems to have spun a rod bearing.. low/no oil pressure, mechanical knock from hell, etc.. convinced him to go the 3.4 route. Found one local for $650. Might be able to snag the heads off the 2.8 for assisting him.. perhaps the whole motor (stuff in forged 3.1 rotating assembly, shoot for 8.3-8.5:1, build up for next year, and grin like idiot) .. otherwise p/p the heads and get a valve job done.

Gonna write up a to-do list for the turbo, hopefully I can knock everything out tomorrow.

 

Sounds great, keep it coming!

 

EGR isn't on currently... it dawned on me it wouldn't operate anyway, VSS isn't on either, so the ECU won't be triggering the EGR any time soon

Downside is IAC won't be finding its park position either, so.. yeah.. gotta find a way to rig it to work sometime. Then I'll be back in code 32 land until I have the downpipe done with the EGR flange on it.

Time for me to get to work on this thing. Today's plan is to get her running, and go from there.. unfortunately, that means ignoring the boost piping for now and going straight for oil and coolant. Once she's running again, I'll get the rest of the intake plumbing done

 

Well get back out there n work work work.

You and your blessed warm AZ weather. While I'm freezing to death in Ohio. I have parts that need made and coated but the 20 steps to the shed is to far. I might just freeze before I get there.

I hope to hear your on boost by the 30th.

 

Heh.. I'm hoping tuesday...

I can't find a 7/8" ID oil return hose in town for the life of me Might end up ordering through summit or something.. using 3/4" ID clear vinyl tube for now.. coaxing it to size with a torch. hopefully it'll at least hold up for a test drive.

I think a temporary coolant solution has appeared, pending my getting new hardlines to run beside the intake manifold to get back to the heater core (thank you arizona, I can live without a heater core for a while.. barely use the one in the v8 anyway.. just leave it at minimum fan all the time)

BOV solution has been found. Pending a few rubber connectors and trying to track down a paper cone filter through one of my import friends. Breather filter.... uhm.. hmm. IAT.. probably be hanging around measuring fenderwell temps.

A couple more teaser pics going through photoshop in a few mins

 

More Teasers!!!


The turbo, broken down before final assembly with gaskets, sealant, etc. Only the oil is waiting to go on.. it's bolted back in the car and torqued down otherwise.


The ugly manifold.. which will hopefully at least *work*.. I hate rush jobs.. but hopefully this one will give my car 20-30hp


The new O2 sensor location, and a closer view of what we did to the OE manifold. The crossover pipe connects right under the end of the stainless pipe.

EDIT: Yanno, I've never actually noticed till I looked at this picture.. it would appear my valve covers were pulled prior to my purchase of the car.. *boggle*

 

Anything more is cool. The sound of the turbo will be worth 100hp on the street.

I'm not very keen about your O2 location. Doesn't seam right unless your running duals. one on each manifold.

 

It's not a final location, by any means.. I'm not too keen on it either. It was just the easiest place to put it till I can get a pair of stainless equal-length manifolds built

Even the bung is used.. not even the one from the OE Y-pipe.

Keep in mind, Gumby. The final cost of this project is still floating in the 2 digit zone, and $60 of that is in the intercooler which I bought mostly to **** off a friend with a turbocharged civic (using the turbo I had picked up for free) who was going to buy it the next day.. do the math

 

is it that easy to run dual o2 sensors? i thought o2 sensors created voltage (minumal) to send the signal to the computer...it won't just send double voltage? do you run some sort of resistor inline or something?

 

I have no idea. There could be a way but not that I know of. the computer has only 1 input so the best spot is somewhere after the Y pipe so it get a general reading of how the engine is running.

Newer cars have 2-3-4 O2 sensors but have the computer to deal with it.

If there was a way, 1 on each cylinder would be neat. Detailed info on each cylinder.

 

gm uses 1 o2 sensor per cylinder plus 1 egt per on its new engines while calibrating the computer.

 

With our ECUs, it's a big enough feat to stuff a wideband O2 on. With a pair of O2 sensors wired in parallel, the ECU would only see the highest voltage. A converter to average the two voltages I think is possible, but probably not worth the time, because the ECU cannot manipulate individual injectors anyway.

 

Updates:

Coolant system is complete.. well.. except for finding a wrench to tighten the hard pipe fitting above the water pump.. it's weird.. I don't seem to own a single wrench that exceeds 1".

Oil system is bolted back together. Just need to add the 2 hoses and 4 clamps.. do that this morning before heading to home depot for intake fittings. 5 quart jug of 20w50 and a fresh filter go on once the system is tight.

I'm stealing a vac hose off my evap can so the BOV works for tonight's test drive. It just happens to be perfectly positioned so that it will reach the BOV without being unclipped from its routing.

Intake piping is going to be running without a filter temporarily.. and without an extension pipe between the turbo and MAF.. but that's the requirement to bring the cost to run low enough for me to test her tomorrow.

Probably get her started, let her warm up a bit, limp her to a gas station for 91 octane... a minute or so after she starts getting that through her system, the fun shall begin.

Test drive plan involves not taking her more than a mile from the house, and there's alot of work to be done once I know she runs. I just want to feel a little boost, call the project done in my sig, and start fiddling with making it work better

Taking pics tonight once she's fully assembled.

 

No pics.. I'm mad at her. She's all zipped up and is very reluctant to start. She's only firing in short bursts. Fuel is fine, she almost seems to be flooding. Replacing plugs, we'll see what happens.

 

Alright, she runs! But not very well

I think there's a leak in the intake and she's running rich as a result.. then again, at least she's not running lean. Prolly do some diagnostics later today, reroute the charged intake piping to go straight from the turbo to the TB.. add a vacuum test gauge, etc. But I promise, before I start fiddling, I'll take pics.

Since everything is set up the way it should be, I officially deem this project complete. She *is* turbocharged.. she's just encountering a problem that turbocharged cars have occasionally.

EDIT: Correction. It lags until 3500.. it's boosting, I just need to tweak it to boost sooner. She's not pinging on 87 octane with the intercooler.. I'm gonna try 91 octane and no intercooler, see if she spools sooner. Pics when it stops raining outside... damn arizona weather.

Finished pics: https://www.thirdgen.org/techbb2/sho...hreadid=218849